CN110466361A - Two-wheeled In-wheel motor driving pure electric vehicle controller and control method - Google Patents
Two-wheeled In-wheel motor driving pure electric vehicle controller and control method Download PDFInfo
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- CN110466361A CN110466361A CN201910748260.XA CN201910748260A CN110466361A CN 110466361 A CN110466361 A CN 110466361A CN 201910748260 A CN201910748260 A CN 201910748260A CN 110466361 A CN110466361 A CN 110466361A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
- B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
- B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
- B60L15/28—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed without contact making and breaking, e.g. using a transductor
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
- B60L15/32—Control or regulation of multiple-unit electrically-propelled vehicles
- B60L15/38—Control or regulation of multiple-unit electrically-propelled vehicles with automatic control
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2220/00—Electrical machine types; Structures or applications thereof
- B60L2220/40—Electrical machine applications
- B60L2220/44—Wheel Hub motors, i.e. integrated in the wheel hub
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/10—Vehicle control parameters
- B60L2240/12—Speed
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/10—Vehicle control parameters
- B60L2240/14—Acceleration
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/10—Vehicle control parameters
- B60L2240/24—Steering angle
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/42—Drive Train control parameters related to electric machines
- B60L2240/423—Torque
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/48—Drive Train control parameters related to transmissions
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/54—Drive Train control parameters related to batteries
- B60L2240/547—Voltage
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/54—Drive Train control parameters related to batteries
- B60L2240/549—Current
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2250/00—Driver interactions
- B60L2250/26—Driver interactions by pedal actuation
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02T90/10—Technologies relating to charging of electric vehicles
- Y02T90/16—Information or communication technologies improving the operation of electric vehicles
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- Engineering & Computer Science (AREA)
- Power Engineering (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Regulating Braking Force (AREA)
Abstract
The invention discloses a kind of two-wheeled In-wheel motor driving pure electric vehicle controllers, its signal acquisition module is for acquiring electronic gear shifter signal, hub motor difference torsion control switch signal, gas pedal status signal, brake pedal status signal and brake pedal opening amount signal；CAN communication module is sent to MCU for each wheel wheel speed signal, steering wheel angle signal, speed signal, power battery SOC value, ABS trigger signal, battery management system working state signal；Yaw rate signal needed for kinematics parameters module is used to difference turning round control and three axial vehicle acceleration signals are sent to MCU；MCU carries out the identification of driver's driving intention, difference turns round yaw moment control, Anti-slip regulation control, Brake energy recovery control.The present invention is able to satisfy hub motor control condition, and embodiment, which is gone on business, turns round control advantage.
Description
Technical field
The present invention relates to hub motor automotive fields, in particular to a kind of two-wheeled In-wheel motor driving whole pure electric vehicle
Controller and control method.
Background technique
Two hub motors are mounted in wheel, two-wheeled independent control, phase by two-wheeled In-wheel motor driving pure electric automobile
For traditional centralized motor drive pure electric automobile, hub motor takes distributed driving, by driving, transmission and braking
Device is all integrated into wheel hub, and the mechanical transmission components such as clutch, transmission, transmission shaft, differential mechanism, transfer gear are omitted, tool
There is faster response speed.Therefore feature individually controllable using two-wheeled hub motor torque and that response is rapid, can be improved vehicle
Dynamic performance.
In order to reach the above control target, key technology is to design a kind of entire car controller and its control method, leads to
The characteristics of entire car controller accurately knows, easily obtains using high pressure two-wheeled independent control, hub motor torque, revolving speed etc. is crossed, it can
To obtain vehicle movement information more more than orthodox car, it is used to estimating vehicle states and environmental parameter, and then complete to vehicle
Dynamics Controlling.Entire car controller is the carrier of integrated vehicle control tactics and control software, not only to complete the signal of system proposition
Acquisition, control calculate, control exports and the function of communication, also to guarantee the functional safety of system, and to consider cost
Constraint.Currently, Vehicle control unit for pure electric vehicle is insufficient for adapting to hub motor control, does not embody difference enough and turn round control
Advantage.
Summary of the invention
Present invention aim to provide a kind of two-wheeled In-wheel motor driving pure electric vehicle controller and control
Method, the present invention are able to satisfy two-wheeled In-wheel motor driving whole pure electric vehicle control condition, and embodiment, which is gone on business, turns round control advantage.
In order to achieve this, a kind of two-wheeled In-wheel motor driving pure electric vehicle controller designed by the present invention,
It is characterized by: it includes signal acquisition module, MCU (Microcontroller Unit, micro-control unit), CAN
(Controller Area Network, controller local area network) communication module and kinematics parameters module；
Signal acquisition module is for acquiring electronic gear shifter signal, hub motor difference torsion control switch signal, gas pedal
Status signal, brake pedal status signal and brake pedal opening amount signal；
CAN communication module is used for each wheel wheel speed signal, steering wheel angle signal, speed signal, power battery SOC
(State of Charge, state-of-charge) value, ABS (antilock brake system, anti-blocking brake system) triggering letter
Number, battery management system working state signal, power battery current signal, dynamic battery voltage signal, power battery currently permit
Perhaps maximum charging current is sent to MCU；
Yaw rate signal needed for kinematics parameters module is used to difference turning round control and three axial vehicle acceleration letters
Number it is sent to MCU；
MCU is used to carry out driver according to gas pedal status signal, brake pedal status signal, electronic gear shifter signal
The identification of driving intention；
MCU turns round control switch signal, steering wheel angle signal, yaw rate signal, three axially according to hub motor difference
Vehicle acceleration signal, speed signal, power battery SOC value, power battery current signal, dynamic battery voltage signal progress are poor
Turn round yaw moment control
MCU is according to each wheel wheel speed signal, speed signal, In-wheel motor driving torque signals, power battery SOC value, dynamic
Power battery current signal, dynamic battery voltage signal carry out Anti-slip regulation control；
MCU is according to brake pedal status signal, brake pedal opening amount signal, speed signal, ABS trigger signal, cell tube
Reason working state of system signal, power battery SOC value, power battery currently allow maximum charging current to realize Brake energy recovery
Function.
The present invention has the advantage that compared with prior art
Two drive In-wheel motor driving pure electric vehicle controllers of the invention and control method solve two wheel hubs electricity
Machine coordinated control needs kinematics input parameter yaw velocity and longitudinal acceleration, controllably excellent using hub motor single-wheel torque
Gesture, distribution left and right wheels driving torque forms difference between automotive wheels and turns round sideway torque, and then preferably carries out torque vector control,
Promote vehicle kinematics performance.
The present invention can identify that control function provides electronic gear shifter signal, hub motor difference is turned round for driver's driving intention
Control switch signal, gas pedal status signal, brake pedal status signal and brake pedal opening amount signal are inputted as function
Signal；When turning can for difference turn round sideway moment of torsion control provide steering wheel angular signal, hub motor difference turn round control switch signal,
Yaw rate signal, three axial vehicle acceleration signals, speed signal, hub motor torque signal are inputted as function, benefit
With the controllable advantage of hub motor single-wheel torque, distributes left and right wheels driving torque and form difference torsion sideway torque between automotive wheels, mention
High vehicle maneuverability.
Detailed description of the invention
Fig. 1 is the principle of the present invention block diagram；
Wherein, 1-energy supply control module, 2-signal acquisition modules, 3-MCU, 4-CAN communication modules, 5-kinematics
Parameter module, 6-builtin voltage monitoring modules.
Specific embodiment
Below in conjunction with the drawings and specific embodiments, the present invention is described in further detail:
Two-wheeled In-wheel motor driving pure electric vehicle controller as shown in Figure 1, it include energy supply control module 1,
Signal acquisition module 2, MCU3, CAN communication module 4, kinematics parameters module 5, builtin voltage monitoring module 6；
Energy supply control module 1 is used to power to vehicle external sensor, realizes each function power demands, according to power supply difference
Entire car controller is capable of providing 12V power supply, 5V power supply and 3.3V power supply；
Whether builtin voltage monitoring module 6 is effective for detecting energy supply control module output voltage signal, testing principle the
Whether voltage signal can collect on one step identification circuit, and second step judges whether collected voltage signal values size has
Effect；
Signal acquisition module 2 is for acquiring electronic gear shifter signal, hub motor difference torsion control switch signal, gas pedal
Status signal, brake pedal status signal and brake pedal opening amount signal；
CAN communication module 4 is used for each wheel wheel speed signal, steering wheel angle signal, speed signal, power battery SOC
(this signal is the state for indicating that power battery is working properly for value, ABS trigger signal, battery management system working state signal
Amount), power battery current signal, dynamic battery voltage signal, power battery currently maximum charging current is allowed to be sent to MCU3；
Yaw rate signal needed for kinematics parameters module 5 is used to difference turning round control and three axial vehicle acceleration letters
It number is sent to MCU3, yaw velocity is for calculating yaw moment size, and vehicle acceleration size is for judging vehicle stabilization shape
State；
MCU3 according to gas pedal status signal, brake pedal status signal, electronic gear shifter signal for being driven
The identification of member's driving intention, the driving intention identification is the operation identification that driver accelerates, slows down, shifts gears, i.e., if inspection
Measuring gas pedal status signal, then driver has acceleration demand, and value size judges according to gas pedal depth, if detection
To brake pedal status signal, then driver has deceleration demand, and value size judges according to brake pedal depth, if detected
Then driver may have the demand of advance, reversing, parking to electronic gear shifter signal, and specific requirements are according to electronic gear shifter gear
Judgement；
MCU3 turns round control switch signal, steering wheel angle signal, yaw rate signal, three axially according to hub motor difference
Vehicle acceleration signal, speed signal, power battery SOC value, power battery current signal, dynamic battery voltage signal progress are poor
The control mode for turning round yaw moment control is as follows: being converted to two-wheeled In-wheel motor driving pure electric automobile linearly in control algolithm
Two degrees of freedom car model, research vehicle in turning laterally with transverse movement stress relationship, simultaneously open by driver turn steering wheel
Poor rotary switch is opened, MCU3 obtains hub motor difference and turns round control switch signal and steering wheel angle signal as triggering in operating process
Difference turns round the precondition of yaw moment control, with vehicle external force perpendicular to speed direction resultant force and the torque and foundation around mass center
Stress equation acquires vehicle ideal yaw velocity, the practical yaw angle of vehicle then obtained by kinematics parameters module 5
Speed signal, by using ideal yaw velocity and practical yaw velocity difference as PID (ratio (proportion), product
Point (integral), differential (differential)) control algolithm input Parameter Decision Making goes out two-wheeled hub motor difference and turns round sideway power
Square is finally calculated power battery and works as according to power battery SOC value, power battery current signal, dynamic battery voltage signal
Preceding permission maximum drive torque, total driving force and power battery after comparing single-wheel additional difference torsion yaw moment currently allow maximum
Driving moment obtains optimal driving wheel torque；According to three axial vehicle acceleration signals judge vehicle whether unstability, Ke Yitong
It crosses observation side acceleration size and judges that difference turns round whether yaw moment control occurs side acceleration values when effect, i.e. vehicle unstability
Bigger than normal, empirical value is greater than 0.4g, has reached control effect in stability region by controlling to control the side acceleration of increase
Fruit；
MCU3 is according to each wheel wheel speed signal, speed signal, In-wheel motor driving torque signals, power battery SOC value, dynamic
The control mode that power battery current signal, dynamic battery voltage signal carry out Anti-slip regulation control is as follows: when wheel trackslips,
Each wheel current time slippage rate is acquired according to speed signal and each wheel wheel speed signal first；Then according to speed signal, wheel
Hub motor driving moment signal, each wheel slip rate and each wheel wheel speed acquire each vehicle wheel non-slip driving peak torque, last root
According to power battery SOC value, power battery current signal, power battery is calculated in dynamic battery voltage signal currently allows maximum
Driving moment, more anti-skidding driving peak torque and power battery currently allow maximum drive torque to obtain optimal driving vehicle wheel forces
Square；
MCU3 is according to brake pedal status signal, brake pedal opening amount signal, speed signal, ABS trigger signal, cell tube
Reason working state of system signal, power battery SOC value, power battery currently allow maximum charging current to realize Brake energy recovery
The specific control mode of function is as follows: driver's brake pedal judges brake pedal work according to brake pedal status signal
Whether work is normal, does not consider that Brake Energy recycles if abnormal, will obtain brake pedal opening amount signal if normal and is converted into system
Dynamic deceleration signal and braking moment signal acquire axle load before and after vehicle, then press by establishing speed direction stress equation
Antero posterior axis braking moment is distributed according to load proportion, it is bigger that load more reassigns braking moment, finally according to front and back braking force distribution
To hydraulic braking force and hub motor electric braking force, distribution principle first judges power according to battery management system working state signal
Whether battery is working properly, does not consider that Brake Energy recycles if abnormal, considers power battery SOC value if normal and currently permits
Perhaps maximum charging current, thus determine that hub motor electric braking force is maximum, Brake energy recovery efficiency optimization；If passing through speed
Signal detection is too low to speed or ABS trigger signal then exits braking energy recovering function.
In above-mentioned technical proposal, to improve system reliability, MCU3 master chip uses double-core lock-step microprocessor, principle
Two cores use mirror image orthohormbic structure in hardware technique, and individually packing is isolated, and prevent high-frequency crosstalk.Lead on the software of MCU3
Front and back delay respectively is crossed, then compares and completes procedure result check and correction, if program error, interruption is generated or resets operation, complete
Double-core lock-step.At runtime, microprocessor can independently carry out the self-test of CPU element, clock unit, storage unit, break down
When by generate response interrupt, notice application program processing.
In above-mentioned technical proposal, CAN communication module 4 includes: three tunnel CAN signals, M-CAN, P-CAN, H-CAN (H-CAN packet
Include: Vehicular charger signal, electric water pump signal, battery management system signal, DC/DC signal, P-CAN include: Body Control
Device signal, electric power steering signal, instrument signal, AIR COND SIG Air Conditioner Singnal, rotary angle transmitter signal, electronic gear shifter signal, M-CAN
Include: left back wheel hub motor signal, off hind wheel hub motor signal), CAN communication module 4 is connected to MCU3 and battery management
Between system, between MCU3 and hub motor control device, between MCU3 and automobile instrument, it is used for and battery management system, DC/
DC, Vehicular charger, air-conditioning, electric machine controller, automobile instrument carry out the communication of automobile transmission data.
In above-mentioned technical proposal, signal acquisition module 2 passes through fiery key shape for acquiring ignition key status signal, MCU3
State signal judges car key state, is divided into OFF gear, ACC gear, ON gear, and OFF keeps off a car inactive, and ACC keeps off a car a low-pressure system
It powers on, ON keeps off a car a vehicle launch.
In above-mentioned technical proposal, for signal acquisition module 2 for acquiring brake switch signal, MCU3 passes through brake switch signal
Judge whether driver steps on brake pedal.
In above-mentioned technical proposal, MCU3 judges automobile gear level state by electronic gear shifter signal, including forward range, after
Move back gear, neutral gear position and parking shifting-position.
In above-mentioned technical proposal, MCU3 turns round control switch signal by hub motor difference and judges whether vehicle opens difference and turn round control
System.
In above-mentioned technical proposal, MCU3 identifies the size of driving moment signal by gas pedal status signal.
In above-mentioned technical proposal, signal acquisition module 2 is used to acquire brake boost sensor, and (this is common on vehicle
Sensor brake pedal depth for identification, the non-voltage of output valve, tread depths are deeper, and output voltage values are bigger) and braking system
The signal that oil pressure sensor of uniting exports, the signal identification brake force that MCU3 is exported by brake boost sensor and oil pressure sensor
Square value, the value identified are exactly braking requirement moment values.
In above-mentioned technical proposal, MCU3 is used to send electric vacuum pump relay driving letter to braking system electric vacuum pump
Number, make braking system Motorized vacuum pump work, MCU3 shows that difference turns round function for output difference torque functional indicator light driving signal
It can open.
In above-mentioned technical proposal, MCU3 is used to send the enabled driving signal of hub motor to hub motor, and (hub motor is just
It is often sent before work).
A kind of two-wheeled In-wheel motor driving whole pure electric vehicle control method, it includes the following steps:
Step 1: signal acquisition module 2 acquires electronic gear shifter signal, hub motor difference turns round control switch signal, throttle is stepped on
Board status signal, brake pedal status signal and brake pedal opening amount signal；
CAN communication module 4 by each wheel wheel speed signal, steering wheel angle signal, speed signal, power battery SOC value,
ABS trigger signal, battery management system working state signal, power battery current signal, dynamic battery voltage signal, power electric
Pond currently allows maximum charging current to be sent to MCU3；
Yaw rate signal needed for difference is turned round control by kinematics parameters module 5 and three axial vehicle acceleration signal hairs
Give MCU3；
Step 2:MCU3 is driven according to gas pedal status signal, brake pedal status signal, electronic gear shifter signal
The identification of the person's of sailing driving intention；
MCU3 turns round control switch signal, steering wheel angle signal, yaw rate signal, three axially according to hub motor difference
Vehicle acceleration signal, speed signal, power battery SOC value, power battery current signal, dynamic battery voltage signal progress are poor
Turn round yaw moment control
MCU3 is according to each wheel wheel speed signal, speed signal, In-wheel motor driving torque signals, power battery SOC value, dynamic
Power battery current signal, dynamic battery voltage signal carry out Anti-slip regulation control；
MCU3 is according to brake pedal status signal, brake pedal opening amount signal, speed signal, ABS trigger signal, cell tube
Reason working state of system signal, power battery SOC value, power battery currently allow maximum charging current to realize Brake energy recovery
Function.
The content that this specification is not described in detail belongs to the prior art well known to professional and technical personnel in the field.
Claims (10)
1. a kind of two-wheeled In-wheel motor driving pure electric vehicle controller, it is characterised in that: it includes signal acquisition module
(2), MCU (3), CAN communication module (4) and kinematics parameters module (5)；Signal acquisition module (2) is for acquiring electric gear change
Device signal, hub motor difference are turned round control switch signal, gas pedal status signal, brake pedal status signal and brake pedal and are opened
Spend signal；CAN communication module (4) is used for each wheel wheel speed signal, steering wheel angle signal, speed signal, power battery SOC
Value, is moved ABS trigger signal, battery management system working state signal, power battery current signal, dynamic battery voltage signal
Power battery currently allows maximum charging current to be sent to MCU (3)；Kinematics parameters module (5) is used to turn round difference needed for control
Yaw rate signal and three axial vehicle acceleration signals are sent to MCU (3)；
MCU (3) is used to carry out driver according to gas pedal status signal, brake pedal status signal, electronic gear shifter signal
The identification of driving intention；
MCU (3) turns round control switch signal, steering wheel angle signal, yaw rate signal, three axial vehicles according to hub motor difference
Acceleration signal, speed signal, power battery SOC value, power battery current signal, dynamic battery voltage signal carry out poor torsion
Yaw moment control；
MCU (3) is according to each wheel wheel speed signal, speed signal, In-wheel motor driving torque signals, power battery SOC value, power
Battery current signal, dynamic battery voltage signal carry out Anti-slip regulation control；
MCU (3) is according to brake pedal status signal, brake pedal opening amount signal, speed signal, ABS trigger signal, battery management
Working state of system signal, power battery SOC value, power battery currently allow maximum charging current to realize Brake energy recovery function
Energy.
2. two-wheeled In-wheel motor driving pure electric vehicle controller according to claim 1, it is characterised in that: signal
Acquisition module (2) passes through fiery key status signal and judges car key state for acquiring ignition key status signal, MCU (3)；
For signal acquisition module (2) for acquiring brake switch signal, whether MCU (3) judges driver by brake switch signal
Step on brake pedal；
MCU (3) judges automobile gear level state by electronic gear shifter signal；
MCU (3) turns round control switch signal by hub motor difference and judges whether vehicle opens difference and turn round control.
3. two-wheeled In-wheel motor driving pure electric vehicle controller according to claim 1, it is characterised in that: MCU
(3) control switch signal, steering wheel angle signal, yaw rate signal, three axial vehicles are turned round according to hub motor difference to accelerate
It spends signal, speed signal, power battery SOC value, power battery current signal, dynamic battery voltage signal and carries out difference torsion sideway power
The control mode of square control is as follows: two-wheeled In-wheel motor driving pure electric automobile being converted to linear two degrees of freedom in control algolithm
Car model, research vehicle in turning laterally with transverse movement stress relationship, simultaneously open difference and turn on by driver turn steering wheel
It closes, MCU3 obtains hub motor difference torsion control switch signal and steering wheel angle signal as triggering difference and turns round sideway in operating process
The precondition of Torque Control, with vehicle external force perpendicular to speed direction resultant force with the torque around mass center and establish stress equation
Formula acquires vehicle ideal yaw velocity, the practical yaw velocity letter of the vehicle then obtained by kinematics parameters module (5)
Number, go out two-wheeled by the way that ideal yaw velocity and practical yaw velocity difference are inputted Parameter Decision Making as pid control algorithm
Hub motor difference turns round yaw moment, finally according to power battery SOC value, power battery current signal, dynamic battery voltage signal
Power battery, which is calculated, currently allows maximum drive torque, compares single-wheel additional difference and turns round total driving force after yaw moment and dynamic
Power battery currently allows maximum drive torque to obtain optimal driving wheel torque；Vehicle is judged according to three axial vehicle acceleration signals
Whether unstability, can by observe side acceleration size judge difference torsion yaw moment control whether effect occurs, pass through control
System controls the side acceleration of increase has reached control effect in stability region.
4. two-wheeled In-wheel motor driving pure electric vehicle controller according to claim 1, it is characterised in that: MCU
(3) according to each wheel wheel speed signal, speed signal, In-wheel motor driving torque signals, power battery SOC value, power battery electricity
Flow signal, dynamic battery voltage signal carry out Anti-slip regulation control control mode it is as follows: when wheel trackslips, basis first
Speed signal and each wheel wheel speed signal acquire each wheel current time slippage rate；Then it is driven according to speed signal, hub motor
Kinetic moment signal, each wheel slip rate and each wheel wheel speed acquire each vehicle wheel non-slip driving peak torque, finally according to power electric
Pond SOC value, power battery current signal, power battery is calculated in dynamic battery voltage signal currently allows maximum driving force
Square, more anti-skidding driving peak torque and power battery currently allow maximum drive torque to obtain optimal driving wheel torque.
5. two-wheeled In-wheel motor driving pure electric vehicle controller according to claim 1, it is characterised in that: MCU
(3) according to brake pedal status signal, brake pedal opening amount signal, speed signal, ABS trigger signal, battery management system work
Make the tool that status signal, power battery SOC value, power battery currently allow maximum charging current to realize braking energy recovering function
Body control mode is as follows: driver's brake pedal, whether just to judge brake pedal work according to brake pedal status signal
Often, do not consider that Brake Energy recycles if abnormal, brake pedal opening amount signal will be obtained if normal and be converted into braking deceleration
Signal and braking moment signal acquire axle load before and after vehicle, then according to load ratio by establishing speed direction stress equation
Example distribution antero posterior axis braking moment, it is bigger that load more reassigns braking moment, finally according to front and back braking force distribution to hydraulic system
Whether power and hub motor electric braking force, distribution principle first judge power battery according to battery management system working state signal
It is working properly, do not consider that Brake Energy recycles if abnormal, considers that power battery SOC value and current permission maximum are filled if normal
Electric current, thus determine that hub motor electric braking force is maximum, Brake energy recovery efficiency optimization；If detected by speed signal
It is too low to speed or ABS trigger signal then exits braking energy recovering function.
6. two-wheeled In-wheel motor driving pure electric vehicle controller according to claim 1, it is characterised in that: MCU
(3) size of driving moment signal is identified by gas pedal status signal.
7. two-wheeled In-wheel motor driving pure electric vehicle controller according to claim 1, it is characterised in that: signal
Acquisition module (2) is used to acquire the signal of brake boost sensor and the output of braking system oil pressure sensor, and MCU3 passes through braking
The signal identification braking moment value of assistant sensor and oil pressure sensor output, the value identified is exactly braking requirement moment values.
8. two-wheeled In-wheel motor driving pure electric vehicle controller according to claim 1, it is characterised in that: MCU
(3) for sending electric vacuum pump relay drive signal to braking system electric vacuum pump, make braking system electric vacuum pump
Work, MCU (3) show that difference is turned round function and opened for output difference torque functional indicator light driving signal.
9. two-wheeled In-wheel motor driving pure electric vehicle controller according to claim 1, it is characterised in that: MCU
(3) driving signal is enabled for sending hub motor to hub motor.
10. a kind of two-wheeled In-wheel motor driving whole pure electric vehicle control method, which is characterized in that it includes the following steps:
Step 1: signal acquisition module (2) acquires electronic gear shifter signal, hub motor difference turns round control switch signal, gas pedal
Status signal, brake pedal status signal and brake pedal opening amount signal；
CAN communication module (4) is by each wheel wheel speed signal, steering wheel angle signal, speed signal, power battery SOC value, ABS
Trigger signal, battery management system working state signal, power battery current signal, dynamic battery voltage signal, power battery
It is current that maximum charging current is allowed to be sent to MCU (3)；
Yaw rate signal needed for difference is turned round control by kinematics parameters module (5) and three axial vehicle acceleration signals are sent
Give MCU (3)；
Step 2:MCU (3) is driven according to gas pedal status signal, brake pedal status signal, electronic gear shifter signal
The identification of member's driving intention；
MCU (3) turns round control switch signal, steering wheel angle signal, yaw rate signal, three axial vehicles according to hub motor difference
Acceleration signal, speed signal, power battery SOC value, power battery current signal, dynamic battery voltage signal carry out poor torsion
Yaw moment control
MCU (3) is according to each wheel wheel speed signal, speed signal, In-wheel motor driving torque signals, power battery SOC value, power
Battery current signal, dynamic battery voltage signal carry out Anti-slip regulation control；
MCU (3) is according to brake pedal status signal, brake pedal opening amount signal, speed signal, ABS trigger signal, battery management
Working state of system signal, power battery SOC value, power battery currently allow maximum charging current to realize Brake energy recovery function
Energy.
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